Honda cr 2: 2023 KAWASAKI KX300 & HONDA CR250 2-STROKE CONCEPT BIKES
- by alexxlab
TWO-STROKE TUESDAY | THE BEST & WORST TRAITS OF THE 2007 HONDA CR250
The 2007 Honda CR250 in the MXA studio.
It’s sad to say that 2007 was the last year of the Honda CR250. This was a storied machine, from its introduction in 1973 (with Steve McQueen as the spokesman and Gary Jones at the controls) to its omnipotent days in the hands of Johnson, Bailey and O’Mara, to its introduction as the first aluminum-framed production bike in 1997.
The CR engineers began to think that they were infallible—and, in the process, they gambled on blowing the competition away with a totally new engine design in 2002. Unfortunately for Honda, the all-new revolutionary case-reed engine, with its electronic power valve, traction control ignition and high-tech carburetor, never lived up to its promise. Sales dropped when Yamaha and Suzuki’s 250 two-strokes got better and plummeted when four-strokes took over (although there was some solace for Honda in the fact that CR250 riders became CRF450 riders).
HERE ARE THE BEST TRAITS OF THE 2007 HONDA CR250
Handling: For those of you too young to remember the glory days of Honda handling, suffice it to say that Jeremy McGrath loved his 1993 CR250 so much that he never raced a 1994, 1995 or 1996 Honda during his time at Team Honda. And, when the first aluminum-framed CR250 came on the scene in 1997, Jeremy rode it a couple of times and bolted from the Honda fold. Jeremy was astute. The ’93 chassis was awesome, and the ’97 Delta-box was gruesome. After ’97 Honda spent more money on frame development than any of the four motorcycle manufacturers and, in the process, massaged the bugs out of the aluminum frame making a bike that was excellent at turn-in, rock steady at center-out and clean on the exit—albeit always fighting excessive frame rigidity.
Quality: Honda had the best metallurgy, quality control and reliability. This was a bulletproof machine.
The case-reed CR250 suffered from a weird low-to-mid transition. Down low, where it should have been pulling like an Alaskan sled dog, it was huffing and puffing.
HERE IS THE WORST TRAIT OF THE 2007 HONDA CR250
Jetting: This was a mystery machine. It’s not that we couldn’t get the jetting to be spot on, it’s just that we couldn’t keep it there for more than three hours. Every day we spent with the CR250 was an adventure in brass. We eventually learned to accept that today’s lean jetting would be tomorrow’s rich jetting. Even the slightest change in one direction or the other would send the CR250’s jetting into gurgle, diesel and ping land.
MXA’S RECOMMENDED 2007 CR250 JETTING SPECS
Main Jet: 420
Pilot Jet: 38 (40 stock)
Clip: 2nd from top (3rd stock)
Air screw: 2 turns out
Note: Honda jetting is rich on the bottom, but lean everywhere else. When you lean out the bottom, the CR’s pinging gets more ominous. On a daily basis, our best solution was a dose of race gas, a leaner pilot, and lots of fiddling with the clip position.
WHY DID THE 2007 HONDA CR250 HAVE SUCH A WEIRD POWERBAND?
No mystery. In 2002, Honda dropped their trusty reed-valve, piston-port design for a case-reed configuration. This was a radical engine choice for Honda and one that had previously been deemed best suited for 125 two-strokes. But Honda gambled on the rock ’em, sock ’em benefits of shoving the carb throat directly into the cases (instead of into the cylinder). They rolled snake-eyes!
From day one, the case-reed CR250 suffered from a weird low-to-mid transition. Down low, where it should have been pulling like an Alaskan sled dog, it was huffing and puffing. It mysteriously went “wah, wah wah.” Once the rpm and fuel velocity built up, the engine ran fine, but not below it and not much above it.
Was the Honda CR250 faster than the competition? In the hands of a rider who can carry beaucoup speed out of the corners and unerringly shift on peak, the CR250 powerband was competitive.
THE BEST WAY TO RIDE THE 2007 CR250?
First, never let the engine linger below dead center in the rpm range. Second, keep two fingers on the clutch at all times. You have to use your clutch hand like the trigger finger of a gunfighter. Third, don’t get trapped into thinking that over-revving the engine will help keep it in the middle. It won’t. If you overrev, the CR250 will go flat on top and bring the power profile down instead of moving it up. Finally, never cruise. The CR250 has one good power setting, and that is wide open in the midrange. No coasting. No half-throttle solutions. No rolling it on.
You could make this bike better, you just need a little extra dough.
1. Reed valve: To make the low-end appreciably better, bolt on a Moto Tassinari VForce3 reed cage. It makes the low-end power cleaner, crisper and stronger. Moto Tassinari–(603) 298-6646.
2. Pipe: The powerband is shorter than it is long, so bolting on Pro Circuit’s Works pipe adds a ton of midrange and some extra rev so that you won’t be fretting about the bottom. Pro Circuit–(951) 738-8050.
3. Gearing: The CR250 really benefits from lower gearing. We added one tooth to the rear sprocket (from a 49 to a 50). This tightened up the gear ratios, got us into the meat of the power quicker and helped the CR out of corners.
4. Radiators: Put Works Connection on your speed dial, because Honda’s radiators are not very strong. The are weak enough that just the banging of your knees while riding will bend them. Works Connection makes regular radiator braces and ultra-strong radiator cages. Go for the cages. It will save money in the long run. Works Connection–(530) 642-9488.
5. Electric power valve: Every time we felt that our CR250 was going off song, we would round up all the usual suspects (broken reeds, worn rings, bad jetting) to no avail. The problem was normally in the HPP valve. The cables on the power valve have a tendency to go slack. Once we tightened them up, we got our lost power back.
What we would pay to get our hands on a brand new crated up 2007 Honda CR250.
MXA’S RECOMMENDED 2007 CR250 FORK SETTINGS
Spring rate: 0.44 kg/mm
Oil height: 384cc
Compression: 10 clicks out
Rebound: 14 clicks out
Fork leg height: 5mm up
Note: The 2007 CR250 forks are 7mm longer than the CRF450 forks because they are the forks that were designed to go with the 20-inch front wheel (which Honda offerrd as an option).
MXA’S RECOMMENDED 2007 CR250 SHOCK SETTINGS
Spring rate: 5.2 kg/mm
Race sag: 105 mm
High-compression: 2-1/2 turns out
Low-compression: 7 clicks
Rebound: 7 clicks
Notes: Make small (about 1/8th turn) adjustments to the high-speed compression. Its standard setting is two turns out (and then an extra twist to align the punch marks). We had our best luck going farther out instead of in on high-speed.
Honda Cr 2 Strokes Motorcycles for sale
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Off Road Motorcycles
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You are viewing a hard to come by 2002 Honda CR 250, no longer in production these two strokes are highly sought after by off road enthusiast. This unit is ready, with good tires, brakes, plastics, seat, chain, sprockets, and controls. Bike and components are all functional and ready to ride. Runs better than it looks, with ultra-crisp throttle response and a killer mid to top hit throughout the power chart. Accessories professionally installed including, Tag Bars, Tag Top Triple Clamp, FMF Gold series pipe and silencer, striped naked ready for your Graphics kit. With proven Honda Performance, Reliability, and the thrill of a Crisp two stroke this bike is a real find! Contrary to popular belief two strokes are still competitive, in fact many top woods racers are still thrashing 250 two strokes , and winning on them, yes winning. Off Road season is among us again, Originally priced at $2,488.00 you can turn some heads a top notch CR! So email me and arrange your delivery today! What you’re buying…You are buying a Used Off road vehicle. We do the best we can to recondition and / or disclose any wear or damage. These vehicles have most likely been off road and ridden through mud and across creeks as that is what they are intended for. They will have scratches and sometimes scrapes in the plastics as well as some mud staining. Used also means the wheel bearings, bushings, brakes, belts, battery, air filter, oil filter, oils, tie rod bushings, axle bearings and other normal wear and tear items will have some wear!! If these types of things bother you then please spend thousands more and just buy new!! If you want to pay the extra money for all this stuff to be replaced with brand new then by all means please let us know and we will be glad to fulfill your wishes for a price.If you’re seeing this on EBay understand my listings are not auctions but classified listings. This means they are available until someone clicks the buy it now or you make an offer if that’s an option that I accept. This means if you’re waiting till the end it will probably get sold before. Seventy Three percent of my items sell before the end as they are all clean and priced to sell!!! So… please don’t call and ask me what the best price is as it’s listed and even more you are welcome to make an offer when that’s an option. Best of luck and Happy Trails!!If you’re reading this and have a lot of questions please just call me at 904-755-7788. If you’re bidding on it through an auction I have everything for sale outside so call for a buy it now as I reserve the right to remove it early due to an outside sale. If you want to ship you can get an immediate quote from one of the following nine Sources. Yellow Dog transport “Ed Connors” 732-580-5710, Tim Ware w/ TRW Motorsports 601-497-8279, J2Casper Hauling Theresa Casper 678-776-4674 or Tim Lockman 706-248-4582, Tony with Extreme Cycles 864-285-6428, Dale with DTK Hauling 252-314-9950, DNR transport “Cap” 316-882-5589 Gtrans “Randy Groff” 717-271-4641, ; if you don’t like those quotes then you can go to Uship.com and put the transport up for bidders to compete for or even get an immediate quote through Motorcycleshippers.com. This I a very quick and easy process utilizing drop boxes and zip codes for a quote on the spot! If you are an in state resident, then I do collect sales tax but NO dealer fees and NO registration fees.
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Honda SRV 2 (2002-2006) problems and specifications
Honda SRV 2 generation debuted in 2002, on the platform of the 7th generation Honda Civic. The crossover was produced until 2006, in 2005 the model was restyled.
In this article we will tell you about all the details of the 2nd generation Honda SRV, problems and “sores”, technical specifications, service according to official recommendations from Japanese Honda dealers, photo and video test drive.
Friends, use the content for convenience!
- Second generation overview
- Exterior and interior
- Maintenance schedules, problems and more second generation hatches
- test drive video
second generation review
first generation Honda CR-V the opinion that the SRV was developed earlier by Rav 4). Thus, he brought a new level of practicality to the SUV class and Honda brand identity. 9The 0003
Honda SRV was a bestseller in its day and the company used a win-win formula in its second generation. But since 1997, the CR-V class has been increasingly crowded with competitors, with virtually every manufacturer having an urban crossover.
Can a second RTS compete successfully in this dense market?
Of course it can. Honda SRV 2 generation is built on the current «global small car platform» and after 2001, along with the Civic and the new Acura RSX, became the third car of the Honda family to reach North America. Despite being made in Japan and the UK, the CR-V’s largest market is still the US.
As usual, the second CR-V comes in both front-wheel drive and all-wheel drive “Real Time 4WD” versions.
And, as before, the all-wheel drive option means no downshifts and limited off-road capability. Do you want to cross the Rubicon trail? Take a Jeep or Range Rover.
And if you need to drive on a winter or country road, then the Honda SRV 2 is just right. The 8.1-inch ground clearance is not suitable for deep off-road. But this clearance is great for stability on light off-road and maneuverability in the city.
2nd Generation Honda SRW
Modified MacPherson strut fronts don’t feel like overkill, and rear double wishbones aren’t new to Honda. The suspension works well even when going through fairly large holes. Honda SRV 2 provides a soft and stable ride. A car with this suspension is controlled with absolute precision, but within reason, you will not be able to drive aggressively, but that’s not what a CR-V is bought for.
Standard disc brakes provide excellent response and short stopping distances.
In the second generation, the K-series engines appeared, with a volume of 2.0 and 2.4 liters, a diesel engine was also supplied for the European market. The first 2.0 liter unit developed 158 horsepower and 194 Nm of torque.
2nd unit, this is a 2.4 liter naturally aspirated 4-cylinder engine that develops 160 horsepower and 224 Hm of torque. For horses, the increase in power is not high, but in terms of torque it is excellent.
The transmission has not undergone major changes, it is either a classic «automatic» or a manual transmission.
Exterior and interior
Honda SRV 2, increased in size, became longer, wider and taller than its predecessor. The increase in dimensions had a positive effect on the capacity of the cabin, it became more comfortable to sit in front and behind.
The wheelbase has not increased, but there is more legroom for the rear passengers, and in general, long-distance travel on the CR-V 2 has become a pleasure due to the comfort in the cabin.
Externally, the crossover is more modern than the previous generation, with a thick black composite front bumper, multi-reflector headlights and huge taillights. All this gives the car a more modern look compared to the old CR-V.
The second generation has Honda’s signature style, but it’s hardly a beautiful crossover, and the spare tire on the tailgate is left hanging.
The exterior evokes mixed feelings, the interior clearly outperforms it.
The instrument panel has been almost completely changed, the power windows were moved, and the automatic transmission lever was placed on the instrument panel in the American style.
The front seats are covered in wear-resistant material and are well shaped and comfortable in profile. The folding rear seat, which makes the CR-V’s interior truly functional, can accommodate two passengers comfortably and three for short periods of time. A seat belt is provided for each passenger. If there is no one in the center, the center console folds out with two large cup holders.
As with the previous CR-V, the second-generation rear seat folds out to become a picnic table.
The base «LX» CR-V comes with cruise control, power windows, mirrors, air conditioning and an AM/FM/CD sound system.
The next EX — all-wheel drive — adds tinted windows, remote keyless entry, alloy wheels, side airbags, a sunroof and a six-disc CD changer.
Maintenance schedules, problems and sores of the second generation
Date of production: 2002 -2006
Country of origin: Japan
Number of doors: 5
Number of seats: 5
Length: 4635 mm
Width: 1785 mm
Height: 1710 mm
Wheelbase: 2630 mm
Ground clearance: 200 mm
Drive: front and all wheel drive
Gearbox: manual and automatic transmission
Fuel tank capacity: 58 liters
Luggage capacity: 527 liters
Weight: 1498 kilograms
TWO-STROKE TUESDAY | THE BEST & WORST TRAITS OF THE 2007 HONDA CR250 The 2007 Honda CR250 in the MXA…